Single-center-sill draft-gear.



A. COPNY.

SlNGLE CENTER SILL DRAFT GEAR.

APPLmATmN F1121) 11111.12, 1914.

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A. COPONY.

SINGLE CENTER SILL DRAFT'GEAB.

APRucATloN FILED JAN. 12. 19M.

Patented Nov. 28, 1916.

2 SHEETS-SHEET 2.

/f ATTORNEY UNITED sTATEs PATENT onirica.,

ALFRED CoPoNinor CHICAGO, ILLINOIS, AssIGNoR To WILLIAM H. Minna, or

' CHICAGO, ILLINoIs.

SINGLE-CENTEn-SILL iiRAF'r-GEAP..

Specification of Letters Patent.

Patented Nov. 2e, i916,

Application led January 12, 1914. Serial No. 811,623.

- ject of the Emperor of Austria-Hungary,

va construction embodying my improvements,

residing in Chicago, in the'county of Cook and State of Illinois, have invented a new and useful Improvement in Single-Center'- Sill Draft-Gears, of whichthe following is a specification.

Thisinvention relates to improvements in single centersill draft gears.

` Objects of the invention are to provide a draft gear for use in connection with cars having single center sills, the arrangement being such that the center line of the draft gear coincides substantially with the center line of gravity of the center sill; to provide anarrangeinent whereby `the ultimate or eX- cessive shocks are transmitted directly to the center sill through cheek platesin the center line of the gear and obviating the necessity of using a striking plate for the horn of the coupler to hit against, as has hitherto been customary; to provide a single center sill construction which extends from end to end of a car and so braced and strengthened over the bolsters where the sill is cut out. for the center plate that the centers of gravity at all sections through the center sill lie in substantially the same straight line; and in general to provide a simple construction having high resistance vto end shocks, having easy repair possibilities and eliminating the use of .bolster center fillers and llers between center sills.

The invention furthermore. consists in the improvements in the parts and devices and in the novel 'combinations of the parts and devices herein shown, described or claimed.

In the drawing. forming a` part of this specification, Figure 1 is a side elevation of the center plate and side members of the body bolster being shown in section and the drawing illustrating the center sill as far as the center line only of the bolster, it being understood that the center sill is continuous from end to end ofthe car and is similarly constructed at both ends.` Fig. 2 is a hoi-i zontal section taken on the line 2- 2 of Fig. 5o 'I von the line 3 3 of Fig. 1, and Fig. 4 is a 1. Fig. 3 is a vertical sectional view taken longitudinal` View of my improved center `sill, the same bein shown from end to end of the 4car but bro en at the middle to prevent crowding and the bolsters being shown in section.

In said drawing A designates the single center sill which extends from end to end of the car and is of I form, having upper flanges 10, lower flanges 11 and web 12. The sill, at each end, is recessed or bifurcated, as shown at 13, and to the rearof each bifurcation the web' is pro-- vided with two slots or recesses 1i and 1'5 through which extend, respectively, front and rear followers 1G and 17. Rivetcd to the center sill on each side thereof and surrounding each of the recesses 14: and 15 are two cheek plates 18 in the form of steel castings, said cheek plates being provided with front stops 19 and rear stops 20 for the followers;

As shown most clearly in Fig. 2, a cap or wear-plate 21 may be secured over the forward ends of the cheek plates for a purpose hereinafter specified. The coupler B has its 'draw-bar shank 22 slidably mounted within the bifurcation 13 and in normal position the rear orinner end -23 of the shank is spaced from the wear-plate 21 less than the horn 24 on the coupler is spaced from the steel carry iron 25-which is also rivetedto the center sill and is slotted as at 26 to provide suflicient clearance for the draw-bar so that the latter may swing from side to side when the car is rounding curves. Secured to the draw-bar by means of a key 27 and bolt 28 are two yoke arms or spring pocket members 29, each of which is provided with a sub` stantially rectangular recess '30 through which extend the followers 16 and 17.` Between the followers and on opposite sides of the center sill in twin arrangement are two sets of nested springs 31, 31, the springs bei ing` -mounted on bolts 32 which extend through thev followers and the yoke arms. Thimbles 33 are also mounted on said bolts between the followers to assist in supporting the springs.

From the preceding description, it will be seen that I have provided a twin-arranged spring draft gear for a single center sill construction in which the forces transmitted from the draft armste the followers are applied to the latter directly in line with the springs, a desirable result inasmuchy as -itrelieves the followers of bending strains.

ice

Furthermore, on account of the inner end of i lthe draw-bar shank `beingr nearer the wearcarry iron, the final or excessive shocks will be transmitted directly to the center sill' in the line of -its center of gravity through the cheek plates 18 and the resistance to such `shocks is distributed simultaneously through all, the rivets whicheXtend around the cheek plates and connect the latter to the center This arrangement renders it unnecessary to employ a striking plate. Hitherto it has been the common practice to provide for the ultimate -or leiicessive shocks by transmit ting thesame through the coupler horn tol the striking plate, which, as will lbe apparent, transmits the shock to the center sill eccentrically or out of alinement with th center line of gravity thereof. A

In orderto allow for the proper height of the floor from the top of the railing, the center sill is necessarily cut out over the bolster as indicated-at 3l. 4To'rnaintain the center of mass ofany vertical section of the center sill over the bolster in line with the centers of mass of any similar section of the center sill anywhere througl'iout its length, I attach to ,the center sill, adjacent each cut out portion over the body bolster, a casting or reinforcement 35 each of whlcli 1s constructed and designed substantially as shown in theA drawing. the disposition of the metal thereof being so calculated that the center of mass of any vertical sectlon taken through thel 4From the foregoing descriptionfi-twillbe V- 1 `seen that by maintaningthe center ot rest of the center sill, all the shocks are abl' sorbed in the most efiicient mnner bythe center sill and eccentric transmission of any of the shocks to any part'of the center sill is avoided. 4

Although I have herein shown and described what I now consider the preferred embodiment of my improvements, yet it will be understood that various changes and modifications may be made without departing from ,the spiritof the invention, and all such changes and modifications are contemplated as come within the scope of the claims appended hereto.

1. In a car, the combina. 'on with a single center sill extending from end to end of' the car, said center silllbeing recessed over the bolsters and reinforced with steel castings around said recessedportions, the' reinforcing castings being so designed that the cen-f.

'plate 2l than the coupler horn 24 is to the gravity of the center sill where it is clit out 45 over the holsters in line with the center line of. the draft gear and center ofgravity of the ter of mass of a vertical section of thecenter sill over the bolsters is substantiall in line with the center line ofmass of al similar sections of the sill throughout its remainin portions, the ends of the` center sill being br vfurcated. L r 2. In a car, a single center. sill extending from end to end of the car, each half yof said center sill being recessed over the bolster and bifurcated at its end and having a cast reinforcement secured thereto at .the portion where it is recessed for the bolster, substantially as' specified.

/ Signed this 8th day of January, 1914, in

i the presence of two witnesses.

A ALFRED COPON lfVitnesses .Y

VVILLIAM A. GEIGER, JOSEPH HARRIS. 

